Fan housing



Oct. 27, 1931. L. P. sAUNDERs FAN HOUSING Filed Oct. 31, 1929 Patented Oct. 27, 1931 UNITED STATES PATENT OFFICE lIl.'A'U'IRENCF P. SA'UNDERS, 0F LOCKPORT, NEW YORK, ASSIGNOR TO HARRISON RADI- ATOR CORPORATION, OF LOCKPORT, NEW YORK, A CORPORATIONVOF NEW YORK FAN HOUSING Application filed October 31, 1929.

This invention relates to an improved cooling system for dissipating heat from an internal combustion engine of the type commonly employed for propelling motor vehicles and the like.

Most motor vehicles in general use today are driven by a multiple cylinder, water cooled engine. VThe engine cylinders are j acketed for the circulation of water or other cooling medium which takes up the heat of combustion and transfers it to atmosphere, as the water flows through a cooler or radiator connected with the jacket and forming therewith aclosed circuit, as is well understood. Air flow past the water passages of the radiator absorbs the heat carried from the engine by the water, and air How occurs either because of the direct air impact against the front face of the radiator during the higher vehicle speeds or by reason of a forced or induced draft created by an engine driven fan at lower vehicle speeds and engine idling periods.

It has been found that the air iiow due to direct impact is directly proportional to vehicle speed while fan draft varies with the vehicle and engine speed, being greater than impact in the lower speed range and materially less throughout the higher speed range, decreasing in relative value as speed increases. Observation of standard cars on the market has shown that, depending upon equipment used, fan blast is of a value greater than impact up to a. point from between 35 to 50 miles per hour. Beyond that the force of impact greatly exceeds fan draft and the fan -becomes a negligible factor and its need is practically eliminated. In some cases the fan may be driven through an automatic declut'ching device whereby its action ceases beyond a predetermined speed. It will be obvious of course, that the faster the engine is driven, the more heat there is to be dissipated, and therefore, a sufficient amount of radiating surface must be provided to main- Serial No. 403,844.

tain a proper engine operating temperature at times o f greatest heat generation.

It follows that the radiating area to fit some conditions may not fit others and to provide a cooling system that will the more nearly meet varying conditions is one of the primary objects of the present invention.

.To this end there is contemplated the provision of a radiator and a fan with which is associated a shroud or hood surrounding the fan and covering a portion of the radiator to concentrate and confine the action of the fan blast to a fractional portion of the total radiating surface.

As a result of the shroud the full value of fan blast is available for circulating air through the shroud covered portion during such times as when there is little or no impact air flow and when the whole of the radiator is not needed to extract heat generated. Furthermore, since all the air set in motion by the fan must pass through the radiator because of the shroud, use may be made of a fan smaller in size than would ordinarily be the case and this lessens manufacturing costs, reduces weight and lowers power consumption. The shroud covers only so much of the radiating area as is needed to dissipate the heat generated at the lower speeds. Upon increased heat generation as the engine speed and vehicle travel increases, the uncovered portion of the radiator comes into action because of the impact and the greater the speed the greater the impact and, therefore, the more heat given 0E. In other words, when the movement of the vehicle is slow, only that portion of the radiator acted upon by fan blast, is yeffective and necessary to transfer the heat, and when vehicle movement and heat generation is more rapid the whole of the radiator becomes effective to a degree dpendent upon the rate of speed. In this fashion the operating temperature of the engine may be maintained substantially constant or uni- Vform throughout` the entire speed range of the vehicle. y

The invention and its` various features of advantage'will be better comprehended upon reference to the accompanying drawings when taken in connection with the following description:

In the drawings- Figure 1 is a side elevation of an engine shown in outline and a radiator therefor, il-

lustrating an application of the invention, parts being broken awayand shown in section.

Figure 2 is arrear elevation of the Vradiator shown in'Figu'regl.

Figure 3is a view similar to'Figure 1 and'in which is embodied a slight modification.

Figure 4 is a rear el-evation of the radiato showninFigure3. Y n... Y' Referring to the drawings, reference nu- -meral 1, indicates an internal'combustion en'- gine, the-water jacket of which is provided er1-tanks with horizontal air spaces therebetween. An ornamental shellLor'casing 9 may be used tosurround' the'i'ardiator structure to lend.` to it animproved appearance. From the upper tank 6 aiiller spout 10exten`ds through the ornamental shell 9 and is closed by a re movable cap 11. Extending rearwardly from the upper tank is shown an inlet pipe 13 connected through the hosey 14 with the outlet 4 of the engine.. A similar hoseconnection l -15 communicates the outlet :16 of. the lower tank 7 with the inlet tube 3 of thek engine thus enabling a completel circulation of the cooling liquid from the engine to theradiator and back tothe engine. Y

- Mounted upon the `forward portionfofthe V engine directly behind the radiator is a rotatingv f an 18 .which maybe driven-through a ysuitable pulley belt froinaiiv engine 'shaft lto drawair throughy the radiatorcore. A shroud or hood 19 surrounds the-fan and covers the lowerportion of the radiating core to confine the action ofthe fan blast on .such covered vfractional portion of the total radiating surface of the core. This shroud'inay be secured vin place as by riveting, 'bolting'or otherwise to a series of'ea'r's 20feXtending rearwardly from tlie'radiator structure. l

From the Vabove description it will be apparent that "the force vof thefan is concentra-ted on the covered" fractional portion of the coref, so that kat low speeds onlyl that portionl-of `the `core-willY be effective through which air is being drawn. That portion of the core above or beyond the shroud being uncovered at both front'and rear, permits free flow of air therethrough due to impact alone. Thus at the higher speeds, not'only is the lower portion of the radiator active in dissipating the heat but the entire radiating area is utilized.

The arrangement shown in Figures 3 and 4 is substantially the same as that previously vdescribed with the addition of. an 'apertured plate 21, positioned over that portion of the corebeyond the shroud. The central upper portion of the plate 21 is depressedas at.22 to clear theinlet lpipe. 13. Deflection 'fins' 0r louvres 23 "may be provided at the severalV apertures in the plate 21 in order to deiect the air flowing through the upper portion of the radiator ,downward from whence it flows around the engine and out beneath the vbody inthe usual fashion.

'While the inventionjhas been described more orless specifically it is to be understood that it isnot limited to the exact details shown and that such modifications may be made' as lcome within the scope of appended claims.

I claim: 1. In combination, a radiator, an air circulating fan, and a 'shroud surrounding the fan adapted tol confine fan blast to a fracf tional portion only of the radiatingjarea'.

2. In a motor vehicle having'an internal `combustion engine of the water cooledA type,

a radiator forming a part of the engine coolfractional portion of the radiating larea to yconcentrate the fan induced streamy on such portion.

3. In combination, a radiatorv having spaces therethrough for air flow with part of the spaces uncovered on both sides ofthe radiator, a shroud covering other spaces on yone side,'and a fan associated. with the shroud for creating airflow through the "spaces covered' by the shroud. I

4. In combination, a radiator having spaces vtherethrough for air flow, a fan for creating an air draft anda shroud surrounding the fanl and associated with a fractional portion lonly of the total number of air spaces, and an A. apertured member associated with thev re maining air spaces.

5. In combination, 'a radiator having spaces therethrough for air flow, a fan for `creating an air draft and a shroud surround- 'ing the fan and associated witha fractional portion only of the total number of air spaces,

andan apertured member associated with thereinaining air spaces, and having air defleeting louvers adjacent the apertures.

6.1In a cooling system for motor vehicle?V 'ingfsystem adapted to dissipate heat to the i100 ios engines, a radiator having its entire heat radiating surface exposed for the iow thereagainst of impacted air upon vehicle travel, and means to increase air flow above that incident to impact in the lower vehicle speed range against a portion of the radiating surface, including an air iiow passage communicating with a fractional portion only of the entire radiating surface and means to induce air flow through said passage.

In testimony whereof I affix my signature.

LAURENCE P. SAUNDERS. 

